Transmission mechanism



Feb. 13, 1951 E: A. wElss ErAL 2,541,391

TRANSMISSION MECHANISM med March 19, 1945 3 Sheets-Sheet 1 im VINVENTORS man 4. W2@

ATTOENEYS Feb. 13, 1951 E. A. wElss ErAL TRANSMISSION MECHANISM 3Sheets-Sheet 2 Filed March 19, 1945 IN V EN TORS.

ATTORN EY Feb. 13, 1951 E. A. wElss ETAL 2,541,391

TANSMISSION MECHANISM Filed March 19, 1945 l 5 Sheets-Shea?I 3 FUELSINVENTORJ f/ey ff 9a.@ CM 7 M ATTORNEYS Patented Feb. 13, 1951 ummms'rArl-:s PATENT orrlcs TRANSMISSION MECHANISM Erwin A. Weiss and Le RoyH. Frailing, Detroit,

Mich., assignors to Packard Motor Car Company, Detroit. Mich., acorporation of Michigan Application March 19, 1945, Serial N o. 583,458

i 1l Claims.

This invention relates to transmission mechanism and is especiallyadapted for use with motor vehicles.

One object of the invention is to provide transmission mechanism formotor vehicles having planetary gearing that may be automaticallycontrolled to provide several driving speeds in accordance with drivingrequirements.

Another object of the invention is to provide a fluid coupling drivenchange speed mechanism for motor vehicles that is automaticallyconditioned to crank a dead engine when the vehicle is pushed.

Another object of the invention is to provide transmission mechanismincluding planetary searing. automatically adjustable for differentdriving speeds, with a control that can be operated at will to establisha fixed drive ratio.

Another object of the invention is to provide a control mechanismoperable to influence the drive through planetary gearing to meet thevarious driving conditions encountered by motor vehicles.

Other objects of the invention will appear from the followingdescription taken in connection with the drawings, which form a part ofthis speciiication, and in which:

Fig. 1 is a longitudinal sectional view of transmission mechanismincorporating the invention;

Fig. 2 is a sectional view taken on line 2-2 of Fig. 1 showing thetorque-speed drive and control device for the clutch means;

" Fig. 3 is a schematic sectional view of a portion of the hydrauliccontrol for the gearing;

Fig. 4 is a side elevational view of a motor vehicle chassis showing thetransmission mechanism and controls;

Figs. 5 to 8 inclusive are sectional views of the control valve deviceshowing the various positions of adjustment for obtaining differentdriving conditions with the transmission mechanism.

Fig. 9 is a sectional view taken on line 9-9 of Fig. 1 showing theone-way brake for the planetary gearing.

Referring to the drawings by characters of reference. the powertransmission mechanism comprises generally internal combustion enginei0, fluid coupling II, planetary gearing l2 and forward and reversedrive selector mechanism i3.

The engine crankshaft i4 is iixed to the fluid coupling impeller I5 andthe fluid coupling has two runners i6 and Il associated with driveshafts I8 and I9 for driving the planetary gearing. 'I'he planetarygearing is connected to actuate driven shaft 2l from which the forwardand reverse mechanism transmits rotation to the tail shaft 2i. The tailshaft is connected to propeller shaft 22 for operating a conventionaldrive axle (not shown) for the vehicle drive wheels, one of which isindicated by numeral 23 (Fig. 4). Runner i6 is drivingly connected withshaft I4 by a spring type overrunning clutch 24 while runner il issplined at 24' to shaft I9.

The planetary gearing includes drive gear 25 xed to rotate with shaftI8, drive gear 26 fixed to rotate with shaft` i9 and driven gear 21 isconnected with shaft 20 by means described hereinafter. Planet gear 28meshes with gear 25. planet gear 29 meshes with gear 26 and planet gear30 meshes with gear 21. These planet gears may be formed separately andixed together or they may be formed in spool gears as shown, but ineither event they are rotatably mounted on pins 3| fixed to carrier 32.'I'he ratios of the meshing pairs of gears 26, 29 and 25, 28 are suchthat the .drive through each pairV is different. Fluid in the couplingor clutch II is circulated by mpeller i5 first through runner iB andthen Irunner il in series. The shaft I8 will first be driven throughcl-utch 2t to provide low speed drive through gears 25, '28 and as theimpeller speed picks up the second runner Il will drive shaft i9 andthrough gears 26, 29 will take over the drive at a higher speed. As theplanet pinions are integral, shaft i8 will be driven through the gearingfrom shaft I9 at a speed that will cause it to overrun runner i6. Theplanetary gearing will be ineffective to drive through the pairs ofgears unless the carrier is held to prevent retrograde rotation and twobrake means 33 and 34 are provided for this purpose.

The iluid coupling Il, gearing i2 and selector mechanism I3 are housedin a. casing comprised of sections 35. 36 and 3l. Casing section 35encloses the fluid coupling and is fixed to the engine i0, easingsection 36 encloses the change speed gearing i2 and casing section 3lencloses the selector mechanism. The rear wall 38 of casing sectionserves to support the drive shafts I8 and I9 while the rear wall 39 ofcasing section 36 serves to support shaft 29 which pilots in shaft 40ilxed to and extending rearwardly from gear 2l. Carrier 32 isA rotatablymounted around shafts I 9 and 40.

Brake means 33 is designed to prevent retro- 'grade rotation of theplanetary gearing carrier.

Brake drum ti has a hub 42 and a rim 43 adapted to be engaged orreleased by sectional band 44 mounted in carrier 45 fixed to casing Il.Within the carrier is a rubber tube 45' for receiving fiuid whereby itwill expand and engage the band with the drum. Carrier 32 has an endring flange 45 overlying a portion of the brake hub on which are formedcam faces 41 (Fig. 9) and rollers 48 are assembled between such facesand the carrier flange. Such structure provides a one-way brake ortorque reaction abutment for the carrier when the band 44 is engagedpreventing retrograde rotation of the carrier. When the band 44 isreleased, the drum is free to rotate in either direction with thecarrier 32.

The other brake means for the carrier 92v comprises a drum 49 andsectional brake band 5l, the drum being secured to the carrier by bolts6| which also secure ange 46 to the main portion of the carrier. Theband (Fig. 3) is suitably anchored at one end to the casing 36 and theother end of the band is engaged by actuator means -52 in the form of apiston arranged in housing 53 fixed to casing 33 and acted against byspring 54 to normally engage the band on the drum 49. The band isreleased by fluid pressure acting against the piston to bias the spring.Application of the band will prevent rotation of the carrier forwardlyor rearwardly whereby the planetary gearing is conditioned for eitherrst or second speed drives as dictatedv by the fluid coupling drive inresponse to vehicle operating conditions.

Third speed or direct drive through the planetary gearing is obtained bylocking two elements of the gearing so that it will rotate as a unit.This drive is obtained by clutch means 55 locking the carrier 32 toshaft 20 through clutch housing 58 secured to flange 59 on shaft 20 bybolts 60. Carrier 32 is slotted at 6| and housing 58 has slots 52 forreceiving alternate clutch Iplates 53 and a pressure ring 54 is actuatedto engage the clutch plates to establish direct drive.

The connection between shaft 40 carrying driven gear 21 and shaft 20comprises a torque speed control device between the spider 56 and theclutch housing 58. The spider is splined at 51 to shaft 40 and has arms63' slidably mounted in slots 64 formed in cylindrical members 65rotatably mounted in weight members 65. The weight members are rotatablymounted on sleeve members 61 extending through the flanges of a U-shapedcircular bracket 59 fixed to clutch housing 58. The sleeve members 61are retained by nuts 10. In first and second speed. the drive passesfrom shaft 40 through spider 56, arms 63', members 65, weight members66, sleeve members I1. bracket-69 and clutch housing 58 to driven shaft20.

Selector mechanism provides the driving connection between driven shaft20 and tail shaft 2|. Sun gear 1| is slidably splined on shaft 20 andcarrier 12 is mounted on the sun gear sleeve 1| andl xed in an axialdirection therewith. Pins 13 are fixed to the carrier and planet gears14 are rotatably mounted thereon in mesh with gear teeth 15 formedinternally on the enlarged hollow end 16 of shaft 2|. This enlarged endof shaft 2| also has clutch teeth 11 which sun gear 1| may be shifted toengage to establish forward drive. The carrier is formed with clutchteeth 18 that may be engaged with teeth 18 on clutch element 80 fixed towall 39 of the casing to provide reverse drive. Carrier 12 has a groove8| for receiving a conventional shifter fork (not shown) adapted to bemanually actuated.

Gear 1| and carrier 12 are shifted axially as a unit and synchronizermechanism is provided to prepare the selector mechanism for forward andreverse drive engagement. Ring member 82 is slidably splined on carrier12 and has a rim carrying brake rings 84. These brakerings are adaptedto engage the enlarged end 16 of the shaft 2| or a drum 85 fixed to wall39. member 82 is restrained from axial movement relative to the carrierby spring pressed plungers 86 so that the carrier rotation is stopped bya band 84 before teeth 18 can engage teeth 19 or the carrier is rotatingwith the shaft 2| by application of a band 64 before gear 1| can engagewith teeth 11. The selector mechanism can be manually located in neutralposition as shown in Fig. 1, in forward drive relation by engaging gear1| with teeth 11 or in reverse position by engaging teeth 18 with teeth19.

Brake means 33 and 34 and clutch means 55 are controlled by a hydraulicsystem and the hydraulic system is controlled manually and by thetorque-speed device. The hydraulic system may be a part of thetransmission and engine lubricating system. An engine driven pump v88(Fig. 4) draws oil from the engine sump and feeds it through passage 89and branches 86, 81 to valve housing 90. Passages 90, v9| and 92 leadfrom the valve housing respectively to brake means 33, brake means 34and clutch means 55. Passages 9| and 92 are interconnected by passage 96in which a spring seated valve 91 is arranged that opens toward theclutch passage. Passage 9| connects with housing 90' in relation forfluid pressure to move the piston actuator 52 to brake releasingposition. Passage 90 leads to the interior of tube 45' and passage 92leads to shaft 20 where it connects with passage 98 leading to chamber99 in which is arranged a sleeve valve |00 having a passage |0| that maybe opened or closed to passage |02 in shaft 20 leading to bearings inthe planetary change speed gearing. Passage |03 in the clutch housing 55leads from chamber 99 to chamber |04 in which piston |05 may shift toactuate pins |09 xed to pressure ring 64. Three of these pins extendthrough the sleeve members 61 on which the weights '66 are mounted.Three other pins |01 are fixed to the clutch pressure ring and projectthrough sleeves |08 held against the piston |05 by springs |09 anchoredon ring 69. These springs and sleeves act to return the piston to clutchdisengaging position and the associated pins prevent cocking ordistortion of the piston.

Valve |00 is connected to the torque-speed responsive weights 66 bylinks ||0. As the weights swing inwardly or outwardly they will shiftthe links to oscillate the valve and thereby control fluid flow tochamber |04 and thereby automatically cause engagement or disengagementof the clutch 55.

Fluid flow through housing 90 is controlled vby a manually operablecompound valve device consisting of two sections and ||2. Section has areduced diameter portion ||3 providinga chamber in housing 90 and isshiftable to open or close passage 90 to passage V86 or to open or closepassage 90 to drain opening 8. Valve section ||2 has two reduceddiameter portions ||4 and 5 providing chambers in the valve casing. Thereduced diameter portion ||4 may open or close passage '81 relative topassage 9| or to the drain opening ||6 and the portion ||5 may open orclose passage 92 to the drain opening ||1.

The valve sections and ||2 are spaced axially by coil spring |20 andsection has a stem |2| extending through the adjacent end of section||2. The stem terminates ina head |22 Ring aunaei and extends throughthe dash and terminates in knob |20.

Valve section I|I is operated manually by -mechanism connected to theengine throttle valve control pedal |29 anchored to the vehicle floor|30. This mechanism includes link I3|` connected to the acceleratorpedal, link |32 connected to valve section I| I and bell crank |33connected to the links and anchored at |34 to a stationary part of thevehicle.

'I'he fluid pressure in the hydraulic system is some predeterminedamount, such as 60 pounds, which is sufficient for controlling brakemeans 34 and clutch means 55 but insufiicient for brake means 33 wherethe torque reaction is taken when driving in first and second speed. Inorder to' step up vthis pressure, a booster device |30 is arranged inpassage 90. The booster device housing has -a two diameter chamber |3|in which a two diameter piston I 32 operates and fluid from the pumpmoves into the housing against the larger diameter portion of thepiston.

will be-applied. Such brake means is effective.

- only in rst and second speeds. Valve section I I2 The housing containsa passage |33 shunting the larger diameter chamber to establishcommunication between the chambers and -a coil spring |34 in the smallerdiameter chamber exerts pressure against the smaller diameter end of thepiston. As the piston is moved by fluid pressure, the piston will closepassage |33' shutting off communication between the ends of the chamber.Due to the difference in area of the ends of piston, fluid pressurebeyond the small end of the piston will be increased beyond that of uidpassing through the main control valve.

The selector valve device for controlling fluid flow to brake means 33,34'and clutch 55 is shown in neutral position in Fig. 5, the acceleratorpedal being in released position for engine idling. Valve section IIIshuts oi flow to the one-way brake means 33 from passage 86 and opensvent I|8. and valve section |I2 opens passage 81 to passage 3| so thatfluid ows to disengage brake band 50.`

The carrier is rotated in a retrograde direction and the change speedgearing will idle so long as clutch 55 does not become engaged. Thiscondition exists even though the selector mechanism is shifted intoforward or reverse position. Thus when the vehicle is standing stillwith the engine idling, the selector mechanism I I3 |can be engaged andthe drive will be broken through the change speed gearing so that therewill be no creep resulting from fluid coupling operation. This conditionallows the vehicle to start forwardly or rearwardly, at a stop light forexample, by depressing the accelerator to move valve section I I intothe position shown in Fig. 6 whereby fluid can flow from passage 86 topassage 90 to engage the one-way brake means 33.

Valve section ||2 remains in the same position for the automaticshifting of the gearing in neutral, first, second and third speeds, asshown in'Figs. 5 and 6. In rst, second and third speeds, the valvesection I|| is moved by the depression ofthe accelerator pedal, betweenidling and wide open 'throttle position, to open passage 86 to passage90 so that the one-Way brake means 33 will open passage 81 to 9| torelease brake means 34 in all three sp'eeds. The one-way brake meansprevents retrograde movement of the planetary carrier 32 so that eitherfirst vor second speed drive will be effective, depending on operatingconditions reilected in the iluidfcoupling, when the torque-speed valueis below that makingxclutch means 55 effective.

Below such predetermined torque-speedI value fluid flowing throughpassages 9| and 96 to passage 92 will escape through passage |0| in thetorque-speed controlled valve |00 to vpassage |02 so that clutch means55 will not be engaged by fluid pressure. Above suchpredetermined-torquespeed value valve |00 will be shifted by thetorquespeed device to shut off fluid iiow through passage |02 so4 thatfluid will flow through passage |03 to chamber |04l moving the clutchactuators |05 and |06 to engage clutch means 55. Such clutch engagementwill lock shaft 20 to carrier 32 so that the planetary gearing andshafts |8 and I9 will rotate as a unit providing high speed drive.Passages and 9| will be open to fluid flow so that brake means 34 willbe disengaged and brake means 33 engaged. The carrier 32 will overrunthe brake means 33 so that its engagement will not interfere with highspeed drive and it willbe conditioned for first and second speed drivewhen the torque-speed device operates to disengage clutch means 55.

Provision is made for overruling the torquespeed device to shift thedrive from high speed to second speed although high speed is dictated bythe control. This is accomplished by depressing the accelerator beyondwide open throttle position to shift valve section which through meansof head |22 will shift valve section II2 to the position shown in Fig. 7thereby shutting off fluid ow to the clutch device 55 and tion wherebyfluid can flow to engage (dutch y means 55 if the torque-speedcontrolled valve is still closed. The vehicle drive can thus readily beshifted back and forth between second speed and high speed by operationvof the accelerator pedal.

Provision is also made for controlling the planetary gearing forpositive second speed drive which is desirable when the vehicle is goingdown hill and the engine is needed as a brake. The vehicle driver pullsknob |28 rearwardly shifting valve section ||2 to the position shown inFig. 8 so the fluid flow is shut off to brake means 34 and clutch means55. Spring 54 will now operate the actuator 52 to engage band 50'withdrum 49 so that carrier 32 will be held stationary regardless of othercontrol conditions. Passage 9| is now open to drain port IIS and passage92 is open to drain port ||1 so the clutch means 55 cannot be engagedand brake means 34 cannot be disengaged by fluid pressure.

Brake band 5 0 must be disengaged when brake means 33 is engaged forfirst and second speed drive. The check valve 91 will prevent fluid flowfrom passage 9| to passage 92 below a pressure suillcient to permitdisengagement of brake band will be driven or cranked through thetransmission when the vehicle is pushed for starting.

-It will be understood that various forms of the invention other thanthat described above may be used without departing from the spirit orscope of the invention.

What is claimed is:

1. In a vehicle transmission mechanism, engine throttle valve controlmeans, a drive shaft, a driven shaft, planetary gearing connecting saidshafts, clutch means controlling the gearing to i provide high drivingspeed when engaged, brake means operative to condition the gearing forlow speed drive when engaged, a iiuid pressure system for operating thebrake means and the clutch means, a valve device in the system operativeto control iiuid ilow to the clutch means and the brake means, valvemeans responsive to torque and speed of the driven shaft for shuntingiiuid flow from the clutch means below predetermined vehicle operatingvalues, and means actuated by said throttle control means forcontrolling the valve device to shunt the iluid ilow from the clutchmeans above said predetermined vehicle operating values at the will `oi?the operator.

2. In a vehicle transmission mechanism,' engine throttle valve controlmeans, a drive shaft, a driven shaft, planetary gearing connecting saidshafts, clutch means for controlling -the gearing to provide highdriving speed when engaged, an overrunning brake means operative toprevent retrograde rotation of an element of said gearing when engaged,brake means for preventing rotation of an element of said gearing ineither direction, a iiuid pressure system connected with both said brakemeans and said clutch means, a sectional valve device controlling fluidflow to condition said brake means and said clutch device, and meansmanually operable to shift sectionsy of said valve device andselectively control the brake means and the clutch means.

3. In a transmission mechanism, a casing, a pair of fluid clutchoperated drive shafts, a driven shaft, planetary gearing in the casinghaving a carrier and gears of different ratio driven by the drive shaftand geared tothe driven shaft, two brakes anchored to the carrier, anoverrunning clutch between the carrier and one of the brakes, springmeans normally engaging the other brake with the carrier, a fluidpressure system connected with said brakes, a compound valve devicehaving relatively movable sections, one section controlling flow in thesystem to one brake and another section controlling flow in anoverrunning brake means engageable with the carrier, a brake band forone element of the 1 overrunning brake means anchored to the casing,

a fluid pressure system connected to operate the brake means and theclutch means, a control valve in the system operable to selectivelyengage the clutch means or the brake means, and iluid pressure boostermeans in the system between the valve and the brake means.

5. In a vehicle transmission mechanism. a'

drive shaft, a driven shaft, planetary gearing geared to said shafts andhaving a carrier, brake means normally holding the carrier stationary, aclutch means for locking the carrier with another element of theplanetary gearing, a fluid pressure system having a passage throughwhich iiuid ows to disengage the brake means and another passageinterconnected with the brake means passage through which fluid flows toengage the clutch means, a pressure relief valve at the interconnectionbetween said passages and opening toward the clutch means passage. valvemeans for opening or closing the passage for the brake means in advanceof the interconnection between said passages, and means for venting theclutch means below predetermined torque-speed conditions.

6. In a vehicle transmission mechanism, a throttle control acceleratorpedal, a drive shaft, a driven shaft, planetary gearing geared to saidshafts and including a planet gear carrier, overrunning brake means forpreventing retrograde rotation of the carrier, clutch means for lockingthe planetary gearing, a iiuid pressure system for controlling saidbrake means, a valve device in the system having one section controllingfluid ow to the brake means and another section controlling fluid ow tothe clutch device, valve means in the system between the valve deviceand the clutch means responsive to predetermined torque-speed conditionsto control fluid ilow to the clutch device, actuator means connectingthe valve device section controlling ow to the brake means with theaccelerator pedal, means on the brake means control valve device sectionfor moving the clutch means control valve device section to shut offfluid flow to the clutch device when the accelerator pedal is depressedbeyond its normal operating range and opening uid flow-to thebrakemeans, and means returning the clutch means control,valve device sectionto open position when the accelerator pedal is returned to its eiectivethrottle valve adjusting range.

'7. In a vehicle transmission device, an accelerator pedal, a driveshaft.. a driven shaft, planetary gearing geared to said shafts andincluding a carrier, a one-way brake means for the carrier, a two-waybrake means for the carrier, clutch means for locking the carrierto thedriven shaft. a uid pressure system for engaging the one-way brake meansand the clutch means and disengaging the two-way brake means, a valvedevice in the system having two sections movable to control fluid flowto both brake means and the clutch means, an actuator connection betweenone section of the valve device and the accelerator for controllingiluid flow vto the one-way brake means, an interconnecting means on saidaccelerator pedal actuated valve device section for operating the othervalve device section controlling flow to the two-way brake means and theclutch means when the pedal is depressed beyond its normal operatingrange, and means operable at will for shifting the valve device sectioncontrolling flow to the two-way brake means and the clutch means.

8. Control means for change speed gearing having a drive and drivenshaft connected by planetary gearing including a carrier, brake meansfor the carrier, clutch means for locking the gearing, a hydraulicsystem connected with said brake `means and said clutch means, a twosection valve device in the system, one of said sections controllingfluid flow to the brake means and the other section controlling flow tothe clutch means. speed responsive valve means in the system between thevalve device and the clutch means, and means for operating the valvesections together and separately.

9. Control means for change speed gearing having a drive shaft, drivenshaft and planetary gearing geared to said shafts including a carrier,comprising clutch means for locking the gearing to obtain one drivingspeed, self-engaging brake means for holding the carrier from rotationto provide another driving speed, a hydraulic system operable todisengage the brake means and to engage the clutch means, said systemincluding interconnected fluid passages leading from a common feedpassage, a valve device controlling flow through the common passage, aspeed responsive valve in the passage leading to the clutch meanscontrolling flow to the clutch, and means preventing flow of fluid fromthe feed passage for the clutch means to the feed passage for the brakemeans.

10. In a vehicle transmission device, a drive shaft, a driven shaft,planetary gearing including a carrier and gears connecting said shafts,brake means for preventing rotation of said carrier, clutch means forlocking the carrier with the driven shaft, and a fluid systemcontrolling said brake means and said clutch means and including a fluidpassage leading to said clutch means, a device for opening and shuntingthe fluid flow through said passage to and from said clutch means, afluid passage leading to said brake means, a fluid connection betweensaid passages, and a valve in said connection permitting fluid flowthrough said flrst mentioned passage and maintaining sufficient fluidpressure in said second passage to effect engagement of the brake meanswhen the fluid pressure is shunted from the clutch means.

11. In a vehicle transmission device, a drive shaft, a driven shaft,planetary gearing including a carrier and gears connecting said shafts,brake means for preventing rotation of said carrier, clutch means forlocking the carrier with the driven shaft, and a fluid systemcontrolling said brake means and said clutch means and including a fluidpassage leading to said clutch means, a device for opening and shuntingthe fluid flow through said passage to and from said clutch means, afluid passage leading to said brake means, a fluid connection betweensaid passages, a valve in said connection permitting fluid flow throughsaid first mentioned passage and maintaining sufficient fluid pressurein said second passage to effect engagement of the brake means when thefluid pressure is shunted from the clutch means, and means operable atwill for shunting off the fluid flow through both of said passages.

ERWIN A. WEISS. LE ROY H. FRAILING.

REFERENCES CITED The following references are of record in the file ofthis patent:

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